Back-pedaling brake.



No. 662,881. Patented Nov. 27, I900.

H.- P'. SEYMOUR. BACK PEDALING BRAKE.

(ukpp imtion filed Apr, 23. 1898.;

(No Model.)

a shets-fsheet No. 662,88l. Patented Nov. 27, I900" H. P. SEYMOUR.

BACK PEDALING BRAKE. (Application filed Apr. 23, 1898.) (No Model.) aSheeis-Sheet z.

as: I

No. 662,8-8l. Patented Nov. 27, I900.

H. P. SEYMOUR. BACK PEDALING BRAKE.

(Applicatiog filed Apr. 23. 1398.)

{No mum 3 Shee1s-$heet 3.

NlTEiU STATES ATENT triers HERBERT-P. SEYMOUR, OF HARTFORD, CONNECTICUT,ASSIGNOR, BY MESNE ASSIGNMENTS, TO THE AMERICAN BICYCLE COMPANY, OFJERSEY CITY, NEW JERSEY, AND NEW YORK, N. Y.

BACK PEDALIING BRAKE.

SPECIFICATION forming part of Letters Patent No. 662,881, dated November27, 1900.

Serial No. 678,556- (No model.)

To aZZ whom it may concern.-

Be it known that I, HERBERT P. SEYMOUR, a citizen of the United States,and a resident of Hartford, in the county of Hartford and State ofConnecticut, have invented certain new and useful Improvements inBack-Pedaling Brakes, of which the following isafull, clear, and exactdescription,whereby any one skilled in the art can make and use thesame.

The object of my invention is to construct a gear-driven velocipedeorvehicle of this class with a brake which is applicable to this specialform of driving mechanism and one that is simple and positive in action.

To this end my invention consists in the device as a whole, in thecombination of parts making up the device, and in the details and theircombination, as hereinafter described, and more particularly pointed outin the claims.

Referring to the drawings, Figure 1 is a view in side elevation of agear-driven bicycle in which my invention is embodied and of a class towhich it is applicable. Fig. 2 is a view in side elevation, on anenlarged scale, of the rear end of the frame, of the connectingshaftwith its driving-gear,and the gear on the hub of the driving-wheel,parts being broken away to show construction. Fig. 3is aview, on anenlarged scale, showing the connectingshaft gear and the casing of thebrake appurtenant to it. Fig. 4 shows in edge elevation and with partsbroken away the several elements of the brake as removed from theeasing. Fig. 5 is a View in front elevation of the brakecasing and inend elevation of the ballbearing cone. Fig. 6 is a detail view of therear end of the connecting-shaft. Fig. 7 is a detail View, in frontelevation, of the rear 40 end of the connecting-shaft. Fig. 8 isa viewin transverse section through the parts of the brake looking from theright as parts are shown in Fig. 3 and showing the brake out ofoperation. Fig. 9 is a like view in section on the same plane, showingthe brake in operation, the ring being expanded against the shell. Fig.10 is a detail view in lengthwise section through the rear end of theconnecting-shaft, showing a modified form of the invention. Fig. 11 is adetail view in cross section through this 1ast-described form.

In the accompanying drawings the letter a denotes the frame member, onwhich bearings are provided for a connectingshaft l), the latter beingdriven by any suitable means, as a crank-shaft'and pedals, andintermediate connecting mechanism, as gear-wheels.

' On the projecting end of the frame member a a brake-drum c is held byscrewing it upon the threaded end of the frame member, where it is heldby means of a lock-nut 0, although any other convenient means ofsecuring the brake-drum to the frame member may be used. This brake-drumalso serves as a case for the balls provided as a bearing for theconnecting-shaft b.

A cone d is secured to the connecting-shaft, as by means of a key orspline d, which is located in key-seats in the respective parts in theordinary manner. This cone has a periphery,preferably cylindrical inoutline,with a flange (1 on one side to assist in holding an expandingring 6 loosely upon it. The cone has also a socket or opening 61 cutacross its edge to receive a lug or arm f, which projects into it fromthe gear-wheelf. Near one side of this socket there is also a shoulder61 formed on the periphery of the cone and against which one end e ofthe expanding ring 6 rests. The other end 6 of the ringcis formed to lita socket in the side of the arm f, as illustrated in Figs. 8 and 9 ofthe drawings.

Near the end of the connecting-shaft b there is a thin flange b, beyondwhich the enlarged end of the shaft is formed of two differentdiameters, the larger being threaded to receive a bushing g, which isscrewed firmly upon it. The gear-wheel f fits upon and has a limitedrotary movement on this bushing, which is located within the gear-wheel,as illustrated in Figs. 2 and at of the drawings. Outside of the bushingand gear-wheel is a nut h, larger in diameter than the bushing, so thatits edge overlaps the hub of the gearwheel and serves to hold the latterbetween the flange b and the nut h, forming a sort of groove or channelin which the gearwheel has a limited rotary movement without beingpermitted to move lengthwise of the connecting-shaft. There is a socket19 formed in the edge of the flange to enable the arm f to extend acrossthis flange into the socket in the cone and within the brake-drum. Theinner surface of the socket in the brake-drum is preferably cylindricaland formed in a plane parallel to the axis of the connecting-shaft, asillustrated in Figs. 5, 8, and of the drawings.

In Figs. 3 and 4 the brake-drum c, the expanding ring 6, and the cone0?, with the sockets d are clearly shown. hen the parts are properlyassembled, as illustrated in the section in Fig. 2, the rear surface,with respect to its direction of rotation of the arm, rests against theedge of the socket d preferably formed on.a radial line, (or it may beslightly undercut) so that the rotary movement of the connectingshaft ina direction to drive the vehicle forward carries with it the cone andthe gear f by reason of the interengagement of the arm on the gear andthe socket d in the cone. The expanding ring 6 is in its contractedcondition and moves freely within the brake-drum rotating with the coneand the gear.

As soon as the forward rotation of the connecting-shaft is stopped whilethe vehicle is moving forward the momentum causes the gear-wheelf tocontinue in rotation, but under the impulse of the gear-wheel t', whichis fast to the driving-wheel and continues to rotate with it and notunder any force applied through the connecting-shaft. This continuedrotary movement of the gear-wheel 7 while the cone d is retarded in itsrotation causes the arm f to thrust against the end 6 of the expandingring, the rotation of which is retarded by the engagement of the end 6of the ring with the shoulder d on the cone, and this causes the ring toforcibly expand against the inner surface of the brake-drum, thusapplying the brake to retard the further rotation of the drivingmechanism.

In the modified form of the device shown in Figs. 10 and 11 theconnecting-shaft 7c is tubular, the fork side Z extending through theconnecting-shaft and supporting it at its rear and. A ball-case 7c issecured to the end of the connecting-shaft, and the cone l is supportedon the fork side Z. The gear m is mounted on the shaft in a manner tohave a limited reverse rotary movement thereon. The brake-drum n issecured against rotation on the fork side Z, and the brake-ring 0surrounds the drum, the end 0' of the ring having a lug fitting a recessin an arm m, projecting from the inner surface of the gearwheel at. Inthis form of the device When force is applied to the connecting-shaft 7ato retard its movement the gear-wheel m continues to rotate under theimpulse of the driving-wheel caused by the forward movement of themachine. This continued rotary movement of the gear-wheel on while forceis applied to retard the rotary movement of the connecting-shaft 76causes the arm on on the gear-wheel to pull upon the end 0 of the ring0, the rotation of which is prevented by the engagement of the lug 0with the recess in the ball-case 7c. This causes the ring to contractagainst the outer surface of the brakedrum n, thus applying the brake toprevent the further rotation ofthe 'drivi ng mechanism.

The brake mechanism is shown herein as applied to the rear end of theconnectingshaft; but such location on said shaft is not essential to theinvention, as the brake would operate wherever the shaft and gears orlike power-transmitting parts can be readily arranged With relation toeach other, as described.

In the form shown in Figs. 8 and 9 the arm on the gear projects into arecess in the cone; but such recess is not essential, as engagingshoulders on the two parts would serve the same purpose within myinvention.

I claim as my invention 1. In a gear-driven vehicle, a connectingshaftincluded in the driving means, a recess in the shaft, a gear mounted onand driven by-said shaft and having a limited reverse rotary movementindependent thereof,an arm thereon of a width less than the width ofsaid recess,a brake-drum secured to a frame memher, a brake-ring carriedby the shaft with one end connected to the shaft and the other connectedto the gear which is movable thereon, and a driving-wheel of the vehicleoperatively connected with said gear on the conmeeting-shaft.

2. In a gear-driven vehicle, a tubular frame member, a connecting shaftextending through said member, a cone on said shaft havinga recess, agear mounted on and driven by said shaft and having a limited reverserotary movement independent thereof, an arm extending from the gear intoand of a width less than said recess, a brake-drum secured to a framemember, a brake-ring located on the cone with one end in the path ofmovement of said arm and the other end resting against a shoulder on thecone, and a drivingwheel of the brake operatively connected with saidgear on the connecting-shaft.

3. In a gear-driven vehicle, a connectingshaft included in the drivingmeans, a bevelgear mounted on and having a limited reverse rotarymovement independent of said shaft and driven thereby, an arm extendingfrom the back of said gear into a brake-drum, a brake-drum secured to aframe member, a brake-ring with one end located in the path of movementof said arm and the opposite end resting against a shoulder on theconnectingshaft, and a driving-wheel of the vehicle having a bevel-gearin mesh with the bevel-gear on the connecting-shaft.

4. In a gear-driven vehicle, a connectingshaft included in the drivingmeans, a cone secured to said shaft, a bevel-gear located in aperipheral recess in the connecting-shaft and having a limited reverserotary movement independent thereof, an arm projecting from the hack ofsaid gear in to a brake-drum, the brake-drum secured to a frame member,a brake-ring located in the drum with one end in the pathof movement ofsaid arm and the opposite end resting against a shoulder on the shaft,and a driving-Wheel of the vehicle having a bevel-gear in mesh with thebevel-gear on the connecting-shaft.

5. In a gear-driven vehicle, a connectingshaft included in the drivingmeans, a cone secured to the shaft and having a recess in the peripherythereof, a bevel-gear secured to the shaft and having an arm extendingfrom the back of said gear into the recess in the cone, a brake-drumsecured to the frame of the machine, a brake-band supported by the coneand With one end in engagement therewith and the opposite end restingagainst the arm on the gear, and a driving-Wheel of the vehicle having abevel-gear in mesh with the gear on the connecting-shaft.

. 6. In a gear-driven vehicle, a connectingshaft included in the drivingmeans, a hevelgear mounted on and having a limited reverse rotarymovement independent of said shaft and driven thereby, an arm extendingfrom said gear into a brake-drum, the brake-drum secured to a framemember, a brake-ring With one end located in the path of movement ofsaid arm and the opposite end resting against a shoulder on theconnecting-shaft, and a hevel-gear in mesh with the bevel-gear on theconnecting-shaft.

HERBERT P. SEYMOUR. WVitnesses:

HERMANN F. OUNTZ, E. L. LYMAN.

